Laminar flow surfaces with selected roughness distributions, and associated methods

ABSTRACT

Laminar flow surfaces with selected roughness distributions, and associated methods are disclosed. A representative method for designing an airfoil includes selecting a parameter that includes a flow behavior distribution and/or a surface shape for an airflow surface. Based at least in part on the selected parameter, the method can include (a) selecting a target roughness value and determining a chordwise location forward of which surface roughness is at or below the target roughness value and/or (b) selecting a target chordwise location and determining a roughness value for a region forward of the chordwise location, with the surface roughness at or below the roughness value. In particular embodiments, a percentage of a local chord length of the airfoil over which the roughness is below a target value decreases in a spanwise direction. In another embodiment, the roughness at a particular spanwise location can increase over at least three values, continuously, in a step manner, or otherwise.

TECHNICAL FIELD

The present disclosure is directed to laminar flow surfaces, includingwings and other airfoils with selected roughness distributions, andassociated methods.

BACKGROUND

Commercial transport aircraft manufacturers are under continual pressureto increase the operating efficiency of passenger and cargo aircraft. Amajor component of operating costs is aircraft fuel, and a majorcontributor to aircraft fuel consumption is aerodynamic drag.Accordingly, manufacturers have investigated a myriad of techniques forreducing aircraft drag.

One such technique includes maintaining laminar boundary layer flow overaircraft wetted surfaces, particularly the wings, because the dragassociated with laminar flow is typically less than the drag associatedwith turbulent flow. Laminar flow control techniques typically fall intoone of three categories: (a) natural laminar flow control, which reliesprimarily on aerodynamic shaping to maintain laminar flow, and does notrequire a powered device to do so, (b) active laminar flow control,which requires a powered device to maintain laminar flow, and (c) hybridlaminar flow control, which is a combination of natural laminar flowcontrol and active laminar flow control. Natural and hybrid laminar flowcontrol techniques have received additional attention recently becausethey require no power (or at least reduced power) when compared withactive laminar flow control techniques.

One of the difficulties associated with achieving laminar flow via anyof the foregoing techniques is the potential for degradation in laminarflow performance due to surface roughness. Surface roughness has longbeen known to play a role in causing transition from laminar flow toturbulent flow on swept aircraft wings. However, the cost ofmanufacturing a very smooth wing surface, particularly over largeregions of the wing, can be prohibitive. Accordingly, there is a needfor cost effective techniques for making and operating laminar flowaircraft wings.

SUMMARY

The following summary is provided for the benefit of the reader only,and is not intended to limit in any way the invention as set forth bythe claims. Particular aspects of the disclosure are directed to methodsfor designing an airflow surface, for example, an airfoil surface. Onesuch method includes selecting a parameter that includes at least one ofa flow-behavior distribution for an airflow surface and a surface shapefor the airflow surface. Based at least in part on the selectedparameter, the method can further include performing either or both ofthe following functions: (a) selecting a target roughness value anddetermining a chordwise location, forward of which surface roughness isat or below the target roughness value, and (b) selecting a targetchordwise location and determining a roughness value for a regionforward of the chordwise location where the surface roughness at orbelow the roughness value. In further particular aspects, selecting theparameter can include selecting a pressure coefficient (C_(p))distribution, and the method can include iteratively changing the C_(p)distribution, and, for individual C_(p) distributions, determiningcorresponding combinations of roughness values and chordwise locations.The method can further include selecting a particular combination of aroughness value and chordwise location from among the multiplecorresponding combinations.

Other aspects are directed to airfoil systems. One such system includesan airfoil surface extending in a chordwise direction and a spanwisedirection, with the airfoil surface having a variable roughness. Theairfoil surface has individual local chord lengths at correspondingspanwise locations, and is configured so that a percentage of the localchord length over which the roughness is below a target value decreasesin the spanwise direction.

Another airfoil system, which also includes an airfoil surface having avariable roughness, has the roughness varying over multiple values in achordwise direction. For example, at a particular spanwise location, theroughness has a first value at a first chordwise location, a secondvalue greater than the first value at a second chordwise locationgreater than the first chordwise location, and a third value greaterthan the second value at a third chordwise location greater than thesecond chordwise location.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an illustration of a representative aircraft having laminarflow surfaces configured in accordance with an embodiment of theinvention.

FIG. 2 is a flow diagram illustrating a process for selectingcharacteristics of an airfoil to produce laminar flow in accordance withan embodiment of the invention.

FIG. 3 is a graph illustrating a representative pressure coefficient(C_(p)) distribution in accordance with an embodiment of the invention.

FIG. 4 is a graph illustrating a representative chordwise variation of across flow instability amplification factor in accordance with anembodiment of the invention.

FIG. 5 is a partially schematic, aft-looking view of an aircraft havingroughness characteristics distributed over a wing in accordance with anembodiment of the invention.

DETAILED DESCRIPTION

Aspects of the present disclosure are directed to laminar flow surfaceswith selected roughness distributions, and associated methods, includingmethods for selecting the characteristics of such surfaces. Severalaspects of the disclosure are described in the context of naturallaminar flow wings, but it will be understood that, in at least someembodiments, such aspects may apply to surfaces other than wings, and/ormay apply to active laminar flow surfaces and/or hybrid laminar flowsurfaces. Specific details of certain embodiments are described belowwith reference to FIGS. 1-5. Several details of structures or processesthat are well-known and often associated with such systems and processesare not set forth in the following description for purposes of brevity.Moreover, although the following disclosure sets forth severalembodiments of different aspects of the invention, several otherembodiments of the invention can have different configurations ordifferent components than those described in this section. Accordingly,the invention may have other embodiments with additional elements and/orwithout several of the elements described below with reference to FIGS.1-5.

FIG. 1 is an illustration of a commercial jet transport aircraft 100having swept wings 102, a fuselage 101, and a propulsion system 103. Theillustrated propulsion system 103 includes two engines 106 carried bythe wings 102. Each engine 106 is housed in a nacelle 104, whichincludes an inlet 105 and a nozzle 120. A horizontal stabilizer 107 andvertical stabilizer 108 provide for directional stability and control.For purposes of discussion, much of the following description relates totailoring the surfaces of the wings 102 to achieve natural laminar flow.However, in other embodiments, generally similar or identical techniquescan be used to achieve laminar flow over other wetted surfaces, e.g.,the fuselage 101, the external surfaces of the nacelle 104, thehorizontal stabilizer 107, and/or the vertical stabilizer 108.

For swept wings, there are two modes of flow instability that aretypically controlled to maintain non-turbulent (e.g., laminar) flow:Tollmien-Schlichting waves (TSW) and steady cross-flow instabilities(SCF). For a given scale of airplane at prescribed flight conditions,the instabilities are controlled by modifying the boundary layerprofiles. This can be done through control of the wing sweep, throughcontrol of the pressure distribution over the wing upper surface,through surface suction, or through surface cooling. Natural laminarflow surfaces typically rely only on the wing sweep and the pressuredistribution to control the disturbances, because these surfaces do notinclude powered laminar flow devices.

One of the more difficult aspects of natural laminar flow wing design iscontrolling SCF. These instabilities grow very rapidly near the leadingedge of the wing. The level of SCF amplification depends most stronglyon the local chord Reynolds number and the leading-edge sweep angle. TheReynolds number is proportional to the local flow velocity, multipliedby a representative length dimension, and divided by flow viscosity. Itis generally expected that for a given Reynolds number (e.g., airplanesize, flight speed, and altitude), there is a maximum sweep angle forachieving natural laminar flow. In order to sweep the wing beyond themaximum sweep angle typically associated with natural laminar flowwings, but without adding powered devices (e.g., suction and/or coolingdevices), aspects of the present disclosure are directed to controllingsurface roughness.

Aspects of the present disclosure use a combination of flow behavior(e.g., pressure gradient) and locally optimized or otherwise controlledsurface-quality constraints to achieve natural laminar flow over a largetargeted area of the wing at prescribed Reynolds numbers and sweep anglecombinations. The downstream boundary of the targeted laminar flow areamay be established by practical constraints, including but not limitedto surface joints, or it may be a variable that is determined during thedesign process.

FIG. 2 is a flow diagram illustrating a process 220 for selecting anairflow surface (e.g., an airfoil surface) that produces laminar flow.In process portion 221, the process 220 includes selecting a flowbehavior distribution for flow over the surface, and/or selecting asurface shape distribution. For example, the flow behavior distributioncan include a pressure distribution (e.g., a C_(p) distribution) in aparticular embodiment. In other embodiments, the flow behaviordistribution can include distributions of other values that arerepresentative of the flow characteristics over the surface. Suchdistributions include, but are not limited to, Mach number distributionsor velocity distributions. Process portion 221 can also includeselecting a surface shape, which gives rise to a flow behaviordistribution when immersed in a flow (e.g., during flight). For example,a designer can select a surface shape, and the corresponding C_(p) (orother flow behavior distribution) can be automatically calculated usinga computer-based routine, given a proper set of boundary conditions. Forpurposes of illustration, the following representative description isprovided in the context of a C_(p) distribution, but it will beunderstood by those of ordinary skill in the relevant art that generallysimilar techniques can be applied using other flow behavior parametersand/or surface shape distributions.

The flow behavior distribution (e.g., the C_(p) distribution) can bebased on a wide variety of airfoil shapes, and can be selected toproduce desirable flow characteristics. In particular, as will bediscussed in greater detail below with reference to FIG. 3, the C_(p)distribution can have a relatively steep rise over the upper surface ofthe airfoil, followed by a generally flat, aft-extending portion. Such aC_(p) distribution is expected to be more likely than others to producelaminar flow. This type of C_(p) distribution narrows the zone overwhich the roughness can excite the SCF modes, which can causetransition.

In process portion 222, the C_(p) distribution is used, at least inpart, as a basis for selecting further geometric characteristics. Thesegeometric characteristics can include surface roughness values, andassociated chordwise and/or spanwise extents over which the surfaceroughness values are to be maintained. In general, the higher theallowable surface roughness value, the lower the associatedmanufacturing cost for the surface. Accordingly, there is a desire tominimize the flow area over which surface roughness must be kept at verylow values.

In one technique, shown in process portion 223, the designer selects atarget roughness value and determines a chordwise location forward ofwhich the surface roughness is at or below the target roughness value.For example, the manufacturer may determine that attempting to achieve asurface roughness below a particular value is cost prohibitive, and mayaccordingly determine the minimum chordwise extent over which thesurface roughness must be maintained at or below the target roughnessvalue.

In another arrangement, shown in process portion 224, the manufacturerselects a chordwise location and determines a roughness value for theregion forward of the chordwise location over which the surfaceroughness is at or below the roughness value. For example, in certaincases, the manufacturer can more readily achieve a very low surfaceroughness near the wing leading edge, but aft of the forward bulkhead ofthe wing, fasteners or other structural devices reduce the ability tomaintain such a low roughness level. Accordingly, the manufacturer canfix the chordwise location and determine the roughness value rather thanthe other way around, as was discussed above with reference to processportion 223.

Typically, a given design process includes either process portion 223 orprocess portion 224. However, in other embodiments, the design processcan include both process portions 223 and 224. For example, themanufacturer may wish to conduct a parametric, iterative variationprocess using each of process portions 223 and 224 and select a designbased on the combination of parameters expected to produce a selected(e.g., optimal) result.

FIG. 3 is a representative graph illustrating C_(p) as a function of thenon-dimensionalized chord length of the wing, with a value of 0.0corresponding to the wing leading edge, and a value of 1.0 correspondingto the wing trailing edge. Accordingly, FIG. 3 illustrates only theforward one-third or so of the wing. The wing includes a rapid use inC_(p) toward the leading edge, followed by a relatively flat “rooftop”C_(p) distribution. Accordingly, the rapid C_(p) growth at the leadingedge can be designed to reduce and spatially constrain the amplificationof SCF. Further aft, the details of the “rooftop” C_(p) variation aretypically generated by requirements to control TSW and to reduce overallwing wave drag. Accordingly, the design of this portion of the wing(e.g., aft of about 5% chord length) can follow guidelines typical ofhybrid laminar flow control designs which are generally known to thoseof ordinary skill in the relevant art, and are accordingly not discussedin detail here.

The leading edge design shown in FIG. 3 can result in a fairly rapidgrowth in SCF, reaching a maximum (or becoming relatively flat) justdownstream of the initial C_(p) rise (e.g., at about 5% chord). Theexact details of the SCF growth will depend on the Reynolds number andthe leading edge sweep angle. For a given wing section (e.g., astreamwise cut through the wing), the SCF growth can be calculated andexpressed in terms of a streamwise-varying amplification factor, n(x).FIG. 4 illustrates a graph of n as a function of x. In FIG. 4, theamplification factor n(x) is defined as the envelope offixed-wavelength, zero-frequency modes of cross-flow instability. Themaximum value of n(x) occurs downstream of the initial C_(p) rise and islabeled n^(max). The chordwise location where n equals n^(max) isreferred to as x^(max). If the function for n(x) does not exhibit amaximum before the end of the targeted laminar flow area, the downstreamboundary of this area can be assigned x^(max), and n^(max) canaccordingly equal the value of n at x^(max). The wavelength of the SCFat the location where n(x) equals n^(max) is referred to as λ^(max). Theupstream location, where the SCF wavelength λ^(max) starts to grow, isreferred to as x1. The displacement thickness of the boundary layer atthe location x1 is given by δ₁*.

Transition due to SCF can be avoided if:

h _(rms)<δ₁*exp(N ₀ −n ^(max))

where h_(rms) is the root-mean-square measure of the surface roughnessat x₁, and N₀ is a constant obtained from theory and/or experiment. Arepresentative value for N₀ is 2.3 (Crouch & Ng, 2000), but this isbased on n-factor curves other than those shown in FIG. 2 andaccordingly may be different for particular applications.

Satisfying the above criterion over the wing leading edge and the entireregion over which laminar flow is desired is sufficient, but notnecessary. In particular, downstream of x=x₁, the surface roughnesslevel can be larger than h_(rms). Sufficiently far downstream, theallowable roughness level will reach the nominal allowable level,H_(rms). The nominal value of H_(rms) is set by standard (lessstringent) criteria for laminar flow associated with TSW transition. Thestreamwise-varying acceptable level of surface roughness is given by theminimum:

h _(rms)(x)<min[δ*(x)exp(N ₀ +n(x)−n ^(max)),H _(rms)]

where δ*(x) is the displacement thickness at x₁ and H_(rms) is thenominal surface-roughness level. This provides a chordwise distributionfor the maximum allowable surface-roughness level at a given spanwiselocation.

A similar expression can be formulated for surface irregularities otherthan those associated with surface finish, e.g., those resulting fromfasteners. The expressions will be similar to those given for surfaceroughness, but the coefficients will be different, and may depend on thefastener diameter among other factors. For a given fastener-installationtechnology, the height of the resulting surface irregularity can bemeasured and given as a probability distribution. This distribution canbe used to identify zones where no fasteners are allowed because theyexceed the locally acceptable value. Accordingly, the foregoingexpression (or variants of it) can be used to establish zones of maximumroughness, whether the roughness results from surface finish, fasteners,or other features.

In at least some embodiments, the natural-laminar-flow wing produced bythe foregoing design process has a geometry that produces allowablegrowth of SCF in a spatially-compact region, with a variable surfacefinish at and/or near the leading edge. The surface-finish requirementscan be optimized to yield a maximum extent (or targeted extent) oflaminar flow, with the maximum allowable rms roughness levels. The wingcan also include variable surface-irregularity constraints that providethe maximum surface roughness levels allowable for achieving the desiredextent of laminar flow.

Using the foregoing techniques, a designer can either select a chordlocation and determine the maximum allowable roughness for the surfaceforward of that location, or the designer can select a maximum allowableroughness and determine the location forward of which such a roughnessvalue must be maintained. The designer can use either approach (or both)in a number of fashions. For example, the designer can perform theforegoing analyses for a variety of C_(p) distributions and select onethat is expected to control both TSW and SCF while integrating properlywith other aircraft systems. The foregoing analysis can also beperformed at a variety of chordwise locations and/or for a variety ofallowable surface roughness values. In other words, the designer canproduce an airfoil surface that has more than two levels of surfaceroughness over a given streamwise cut. One such arrangement is shown inFIG. 5 as discussed below.

FIG. 5 illustrates the aircraft 100 with the wing 102 extending outboardfrom the fuselage 101 in a spanwise direction S and extending aft in achordwise direction C. Contour lines h indicate regions within which thesurface roughness is below a selected value for achieving naturallaminar flow, with low h values, e.g., h1, corresponding to lowroughness values, and high values, e.g., h7, corresponding to highroughness values. At a first spanwise location S1, a correspondingchordwise cut passes through four roughness values (e.g., roughnessvalues h1, h2, h3 and h4). To control SCF, the surface characteristicsof the wing in this region can have roughness values below h1 over asmall region near the leading edge, below h2 over a larger regionextending aft and outboard, below h3 over a still larger regionextending aft and outboard, and below h4 over still a larger regionextending aft and outboard. A similar process can be used to establishfastener height and/or other fastener characteristics, leading to asimilar family of contours. In such a case, fasteners are accordinglyprecluded from regions within a particular contour level.

One characteristic of the roughness values shown in FIG. 5 is that theallowable roughness values can increase in a chordwise direction.Accordingly, the manufacturer need not maintain very low roughnessvalues (e.g., h1) over the entire leading edge of the wing, but caninstead allow the roughness values to increase e.g., from h1 to h4, in achordwise direction. An advantage of this arrangement is that it canreduce the cost for manufacturing the wing.

The typical chordwise distribution of the allowable roughness levels hasa minimum near the attachment line, increasing to the nominal value overthe first 5% of the chord. For a typical transport wing, the level ofSCF growth decreases with increasing spanwise location. Accordingly, arepresentative surface-finish distribution in accordance with severalembodiments includes lower allowable roughness levels inboard and higherallowable roughness levels outboard. For example, near the firstchordwise cut C1, the roughness values at the leading edge increase froma value h1 to a value h4 in a spanwise direction. At a second chordwisecut C2, located further outboard at spanwise location S2, the allowablesurface roughness values are even higher (e.g., ranging from h4 to h7).Accordingly, the manufacturer can not only allow the roughness values toincrease in a chordwise direction, but can also allow the roughnessvalues to increase in a spanwise direction. In particular, the roughnessvalues can have more than two levels at any chordwise cut (four areshown in FIG. 5, but more or fewer are used in other embodiments), andthe percentage of the chord length over which the roughness values mustremain below a selected value decreases as the span increases. Anexample is seen by comparing the contour for surface roughness value h4at spanwise location with the chordwise extent for surface roughnessvalue h4 at spanwise location S2. The chordwise extent over which thesurface roughness is maintained below h4 is greater at spanwise locationS1 than at spanwise location S2.

The manner in which the roughness values change over the surface candepend upon the particular application. For example, in some cases itmay be desirable (e.g., cost effective) to have step changes inroughness values in the spanwise and/or chordwise directions. In othercases, it may be more effective to have the roughness values change in agenerally continuous and/or monotonic fashion over some or all of thesurface, in the spanwise and/or chordwise directions.

Another feature of at least some of the foregoing embodiments is thatthe surfaces have significant regions of laminar flow without requiringpowered devices, such as suction devices, surface cooling devices, orother devices. An advantage of the arrangement is that the impact ofachieving laminar flow on overall aircraft fuel efficiency can beimproved significantly when compared with active laminar flow systemsand hybrid laminar flow systems.

In particular embodiments, the foregoing techniques can be used toproduce aircraft wings for high speed, subsonic/transonic commercialjetliners and/or business jets. For example, in particular embodiments,the wings can be configured for cruise flight at a Mach number in therange of from about 0.7 to about 0.9. The target region over which thesurface roughness is controlled can produce laminar flow over theforward portion of the wing, from the leading edge to a chord value offrom about 15% to about 40% of full chord, and in a particularembodiment, about 30% of full chord. In other embodiments, shapingtechniques and/or additional devices can be used to extend the laminarflow region further, in some cases, to the wing trailing edge. Inanother particular embodiment, the foregoing technique can be used toproduce a wing having a significant region of laminar flow, with aleading edge region having a very fine finish, and the rest of the winghaving a nominal finish. The leading edge region can extend from theleading edge aft to about 2% of the chord length, over the entire spanof the wing on the upper surface and over a similarly sized region onthe lower surface of the wing as well. In another embodiment, the 2%value can decrease in the spanwise direction.

From the foregoing, it will be appreciated that specific embodiments ofthe invention have been described herein for purposes of illustration,but that various modifications may be made without deviating from theinvention. For example, while certain embodiments were discussed abovein the context of natural laminar flow surfaces, similar techniques canbe applied to active systems and/or hybrid systems to improve theefficiency of such systems. Certain aspects of the invention describedin the context of particular embodiments may be combined or eliminatedin other embodiments. Further, while advantages associated with certainembodiments of the invention have been described in the context of thoseembodiments, other embodiments may also exhibit such advantages, and notall embodiments need necessarily exhibit such advantages to fall withinthe scope of the invention. Accordingly, the invention is not limitedexcept as by the appended claims.

1-25. (canceled)
 26. A method for improving aerodynamic performance ofan airflow surface comprising: extending an airfoil surface in achordwise direction and a spanwise direction, the airfoil surface havinga variable roughness, the airfoil surface having individual local chordlengths at corresponding spanwise locations; increasing the roughness ofthe airfoil surface in a chordwise direction; increasing the roughnessof the airfoil surface in a spanwise direction so as to includeprogressively higher roughness values at progressively greater spanwiselocations and a constant percent chord value.
 27. The method forimproving aerodynamic performance of an airflow surface according toclaim 26 further comprising the step of increasing said roughness insaid spanwise direction in a generally continuous manner.
 28. The methodfor improving aerodynamic performance of an airflow surface according toclaim 26 further comprising the step of increasing the roughness of theairfoil surface such that a percentage of the local chord length overwhich the roughness is below a preselected value decreases in asubstantially continuous manner in the spanwise direction.
 29. Themethod for improving aerodynamic performance of an airflow surfaceaccording to claim 26 further comprising the step of extending saidairfoil surface with no active laminar flow control devices.
 30. Themethod for improving aerodynamic performance of an airflow surfaceaccording to claim 26 further comprising the step of increasing theroughness of said airfoil surface which is an upper surface of anairfoil that comprises an upper surface and a lower surface.
 31. Themethod for improving aerodynamic performance of an airflow surfaceaccording to claim 26 further comprising the step of extending saidairflow surface in a natural laminar flow surface at a minimum Machnumber of 0.70.
 32. The method for improving aerodynamic performance ofan airflow surface according to claim 26 wherein said roughnessincreases in a chordwise direction at individual spanwise locations. 33.The method for improving aerodynamic performance of an airflow surfaceaccording to claim 26 further comprising the step of extending saidairfoil surface such that a percentage of the local chord length is aforward portion of the chord length extending in an aft direction from aleading edge of an airfoil surface.
 34. A method for improvingaerodynamic performance of an airfoil system comprising the steps of:extending an airfoil surface in a chordwise direction and a spanwisedirection; extending a multiplicity of projections from the airfoilsurface forming a variable roughness on said surface; wherein at aspanwise location, the roughness has a first value at a first chordwiselocation, a second value greater than the first value at a secondchordwise location greater than the first chordwise location, and athird value greater than the second value at a third chordwise locationgreater than the second chordwise location, and wherein the roughnessincreases in an increasing spanwise direction for a given percent chordvalue.
 35. The method for improving aerodynamic performance of anairfoil system according to claim 34 wherein the airfoil surface is notcoupled to a suction device for removing air flowing over the airfoilsurface
 36. The method for improving aerodynamic performance of anairfoil system according to claim 34 further comprising the step ofchanging the roughness in a generally monotonic manner from the firstvalue to the second value and from the second value to the third value.37. The method for improving aerodynamic performance of an airfoilsystem according to claim 34 further comprising the step of changing theroughness in a step manner from the first value to the second value. 38.The method for improving aerodynamic performance of an airfoil systemaccording to claim 34 further comprising the step of changing roughnessin a step manner from the second value to the third value.
 39. Themethod for improving aerodynamic performance of an airfoil systemaccording to claim 34 further comprising the step of: extending theairfoil surface with individual chord lengths at corresponding spanwiselocations, and increasing the roughness at a given percent chordlocation monotonically in the spanwise direction.
 40. The method forimproving aerodynamic performance of an airfoil system according toclaim 34 further comprising the step of extending the airfoil surfacewhich has no active laminar flow control devices.
 41. The method forimproving aerodynamic performance of an airfoil system according toclaim 34 further comprising the step of extending the airfoil surface ina natural laminar flow airfoil surface having a minimum Mach number of0.70.